Railway safe-running device



Jn.; 23, E923.

A. R, ANGUS. RA z wAY SAFE RUNN l NG DEV l cs,

9 SHEETS-skim l FILED 00T www Jan. 23, 1923.

A, R. ANGUS. RA x LwAY SAFE? RUNN NG DEV l cE .A

9 SHEETS-SHEET 2 FILED OCT,

IML/EN TUR ,MMA/Gus L/l meas Es `Fan. 23, 1923. 1,443,304

, A. R. ANGUS.

RAILWAY SAFE RuN'NmG DEvmE.

FILED OCT. 1, 1913. 9 SHEETS-SHEET 3 -j7/ IN ug NTU-R HRH NGL/5 HTH/fs.

Jan. 23, 1923. 1,443,304

A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

F|| ED OCT. l, 1913. 9 SHEETS-SHEET 4 Y P X :1N

55 e 45% 44 DOWN 55 56 li144 788 v 4s a 9i 46 94 ,9, 94 90 /83 90 9FQGA.

/ RHA/Ens.

Jan. 23.' 1923. 1,443,3@4

A. R ANGUS. RAILWAY SAFE RUNNING DEVICE, l

FILED OCT. 1, 1913. 9 SHEETS-SHEET 6 57/ [m T/VEESES Jan. 23, E923.

A. R. ANGUS.

RA LwAY SAFE RUNNING DEV l CE4 F l LED OcT 1 l 9] 3 9 sHEETs-sHEET 7ZM/E TUR Jan. 23, 1923.

A. R. ANGUS, RAILWAY SAFE RUNNING Dawes.

FfLED 00T. l, 1913. 9 SHEETS-SHEET 9 Patented `lan. 23, 1923.

Unirse sra-rss ARTHUR REGINALD ANGHUS, .GF MIN-EHEAD, ENGLAND.

RAILWAY SAFE-.RUNNING DEVICE.

`appueaeam inea october 1, 191s. serian No. 732,705.

(GRANTED IUITDlER THE PROVISIONSOF THE ACT OF MARCH, 1921, 41"STAT."L.,,1313.)

To all wlw/n 'it may concern.'

'Be it known that l', ARTI-Inn REGINALD ANoUs, a subject o1 the King `otGreat Britain, and a resident ofGlenmore House, Glen- 5 more fl-load,t/linehead, vin the county ottieniorset, lngland, solicitor, 'haveinvented a `certain new and use'lul invention entitled li'nprovementsin` or Relating to Railway Safe-Running vDevices, oilz which thefollowing' is a specication. i

This invention relates to train controlling;r apparat-us and comprisesthe various ifeatures defined `in the claims appendedlhereto.

The invention is illustratedby the `accompanying drawings whichrepresent KAby way ot .example apparatus constructed and -arranged inaccordance therewith.

Figs. 1 to v6 inclusive showapparatns suit-- able 'for a single linewhe-re ytrainsrun in both 0 directions. f

Figs. 7 to '13 inclusive show Vapparatus suitable tor use ona doubleline wheretrains run usually Iin the same direction `on the same track.5 Fig'. 1 shows a stretch of `single track adapted accordingf totheseimprovements for trains running in both directions.

Fig. 2 is a yrepresentation ot' one example of train apparatus which maybe used in 0 connection with apparatus according to this invention asshown in Fig. 1.

Fig. QL'illust-rates a modilication `of the vapparatus shown in Fig. 2.Figs. 3 and 3 show `respectively in side 5 elevation and in rcrosssection a compound track contact as would be used `in conjunction Vwithythe aplmratus shown in Figs. 1 and `tor producing a warning` operationon a train.

`0 Figs. 4 and 4f show respectively in side elevation and in crosssection asimilar compound 'track Contact f'tior producing a stoppinejoperation ,on a train.

Fig'. 5 is a. plan corresponding' to Figure 4:. 5 Fie'. G shows avariation ot Figure 5.

Fig. 7 shows a stretch ot double track adapted according to Vtheseimprovements.

tFig. 7 shows a stretch of double track adapted for use with alocomotive equipped Fig. S shows one type ot vtrain apparatus which Imaytbe used lin connection with ap paratusaccording to this invention, asshown in yFigure 7.

y Fig. 9 shows a variation of theapparatus Figures 12 and 12SL showrespectively 1in side eleyation and vin cross section aftra'ck contactsimilar to the one shown in Figures 11 `and 11 and adapted-to produce astopping operation on a train.

Figure 13 shows how track vcontacts such asthose shown in Figures '11and lland 12 and 121L may be placed midway ofthe rails and vaskew oraslant thereof.

lligs. 114 and 15 show how conlictingroads cannot be made at theSametime.

Fig. 16 shows how a train on a siding' is prevented 'from being movedsufficiently to foul the main line-ot a Vsection after another train hasalready entered vthis section.

Fig. 17`showsa variationfof the apparatus shown in Figures 1 and 2whereby two trains may be brought into 'the same section, astor examplewhen Vshunting lor similar operations are necessary, as a lresult `ofthe deliberate connivence of l`both yengine driver and signalman.

Fig. 18 shows a variation ofthe-apparatus shown in Figures 7. and `8 or9 tor the same purposes as stated in connection lwith Figure 17.

Fig. 19 shows a variation ot the locomotive apparatus shown vin lFig. 8.

ln the apparatus used in connection with single llines as shown inFigures 1 to `6 inclusive there are arranged on or about the railwaytracks what `may be termed com-y` pound track contacts 1111, '16. 17.and v18 (Fig.

vlilach ot Ithe compound contacts shown has-a base of some suitablematerial as wood and has a top contact plate 12 or 13 land side Contactplates 7 preferably yarrangedaround the base ras shown. All the compoundtrack contacts are so arranged that a line drawn through their-centreswould lie to one side of and be parallel toa line/drawn centrally ot'vthe track and parallel 4tothe track rails; in this way the sidecontacts7 A(Figs. 3. 4. 5. 6) are-adaptedso as ftoeflect "the'lateraldisplacement ot a contacting device 6 (Fig. 2) into the positions showndotted when it will either contact with contact 5 or connect togethercontacts 8 and 9 by means of an insulated plate.

The conta-cts 7 are of the shape shown in the ligures so as to displacethe contacting device 6 without shock or jar and may be so arranged thatthe contacting device 6 is always displaced to one of the dottedpositions shown in the Figure 2 before the shoe 11 (Figures 2 and 2) ofa contacting device interacts with the top contacts 12 or 13 so as totend to produce warning and stopping operations respectively on thetrain. It desired the top contacts 12 and 13 may be placed externally tothe contacts 7 and may be placed outside the railway tracks instead ofwithin as shown in Figure 1. The contacts 7 may be similarly placed itso desired. The contact 13 which is adapted to cause the stoppingoperation preferably c iects a greater displacement or the shoe 11 thanthe contact 12 which is adapted to produce a warning operation.

The shoe 11 (Fig. 2) is attached to any suitable vehicle such as alocomotive or brakevan and is adapted to be definitely displaced wheninteracting with track contacts such as 12 and 13 placed on or about orabove the railway tracks and when not in interaction with these trackcontacts may be returned to its normal or lowest position by aspringacting on it in addition to gravity though it may be held in normalposition by one or more springs only or by gravity only. c

Attached to and insulated from the shoe 11, are contactplates normallycontacting with contacts 19 and 2O and thus completing the circuits fromthe generator 21 by contacts 22 and wire 23 and (a) by contacts 19 wire24 coils ot' solenoid 25 and magnet- 26 contacts 27 it bridged byinsulated contact plate of handle 28 and wire 29 back to the generator21 thereby energizing the sole-4 noid 25 and holding closed the 'valve30 so as to prevent the danger whistle 31 from being blown and alsoenergizing themagnet 26 and attracting its armature so as to maintainthe miniature visual signal in the clear or off position; and (b) bycontacts 2O wire 32 coils of solenoid 33 contacts 27 it bridged byhandle 28 wire 29 back to the generator 21 thereby energizing solenoid33 and holding closed the valve 34 controlling means either for shuttingoil the motive power on the Alocomotive or for applying the brakes orboth. v

When the shoe 11 comes into contactwith a warning contact 12 it isdisplaced to such an extent that the contacts 19 are separated,

thereby breaking there asfar as these con-V tacts are concerned thecircuit relating to the solenoid 25 and the magnet 26 so that if thesaid circuit is not otherwise maintained the plunger oit the solenoid 25is iorced out by whatever fluid pressure may be acting on the valve 30,the danger whistle 31 is blown and the miniature signal is raised intothe on or danger position.

When the shoe 11 comes into contact with a stop contact 13 it isdisplaced to a greater extent than when it comes into contact with awarning contact and the contacts 2O in addition to contacts 19 are alsobroken thereby further breaking as far as these contac'ts are concernedthe circuit of the solenoid so that if the said circuit is not otherwisemaintained the plunger oi' the solenoid 33 is forced out by whateverfluid pressure may be acting on the valve 311 and the handle 2S (usedtor replacing the plunger) is moved so that thecircuit oi? the generator21 to the coils ot the solenoids 25 and 33 and magnet 26 are broken atcontacts 27.

It is intended that the opening ot the valve 34 which is normally heldclosed by the plunger of the solenoid 33 should allow of the admissionof suitable fiuid pressure asythat of steam air or gas to a suitablecylinder the piston of which is adapted to shut off the motive powersuch as steam air gas or the like of the locomotive and should alsoallow or cause the operation oi means for applying the brakes on thetrain. Either the shutting off ot the motive power or the application ofthe brakes or both may be controlled by the val've 34 and used lorstopping the train.

1f current of a predetermined normal value flows from the generator 1through the coils of electromagnet 2, the armature 35 is attracted tocontact with contacts 36 and 37 and completes the alternative paths tothe solenoids 25 and 33 and magnet 26 through wire 38 which is joined towire 24 and wire 39 which is joined to wire 32.

Should current exceeding the predetermined normal value pass through thecoils ot electromagnet 2 the armature 35 would be attractedwithsullicient force against grav ity and the springs 10 and 11 to littthe arm 12 from its normal position as shown in the ligure and thusbreak the circuit of the generator 21 at contacts 22 thereby effectingwarning and stopping operations on the train.

`ll/loreover should current whose strength is below the predeterminednormal value flow through the coils of electromagnet 2 the armature 35would not be attracted against gravity and the spring 49 and the tra-inwould be warned and stopped on the corresponding track contacts.

These warning and stopping operations will berestrained when the traininteracts with the track contacts if predetermined normal current flowsthrough the electromagnet 2, and this will depend in this case CII CilA

on the two sections aheadaot the train being unoccupied. I'

For example `the train running on the and equipped with the ordinarytrack circuit comprising a track battery 45 at one end Aof a section anda track relay 46 atthe other end.

When the sections are 'unoccupied the armatures 47 ot the track relays4G are attracted and closethe contacts 7c, Vand e, ,of which thecontacts are insulated from the armatures 47; and when a sectionisloccupied the relay 46 is shunted and its armature 47 breaks contact'at. these contacts -70' and e. Any suitable resistanceinay be `used withthe track batteries 45. j y u A train ruiming on the down journey andinteracting` with .the track contacts 18 and fifi" at A `willohtainiclearance if the circuit oi' its generator 1 is completed throughthe coils oi electromagnet 2, `bell or buzzer 8. wi-re 4,y

contact 5, shoe 6,` (the trackcontacts at A being` of the shape shown inFigure .5 and thus (flisplacing the shoe `G to contact with contact 5)contact 7,v wires 48 and 49 (Fig. 1) ycontacts, 742, wire 50, contact@,arinature 4T `resistancel the rails and frame and back Current ofpredeter-- to the generator 1. mined normal value will llflowv throughthe coils of electromagnet 2 the warning andr stopping operations willvbe restrained and the bell or buzzer -3 will indicate .line clear.Should however either of the sections G, C, and F, D, be `occupied thiscircuit will be broken at contacts 7c orcontacts e andthe train will bewarned and stopped.

The shoe 6 is insulatedfrom the trarne ot the locomotiv andtheresistance R inserted in the circuit 'last mentioned so that should ashortcircuit voccur current ,greater than `the predetermined normal(value y (which governed by the vvalue of the resistance l) would flowthrough the coils of electro- Inagnet 2 and the `train `woul d be warnedandl stopped as previously described.

Continuing on the down journey ythe tra-in :interacts with track-contacts141and 16 at (l which are respectively stop pingand warningcontacts and .are intended to control the train. running `on the upGurney. These track contactsiare ot the shape shownwin Figure 6 and atrain runningon A,the down journey is ralways ,able `to obtainclearanceover them as the shoef is on account .of the noircentral position of thetrack contacts and otftheifr shape, vdeflected to the side yop-V positeto that to which it was deflected on making contact with track contacts18 and 17 and to the greater extent necessary` to enable it to `connecttogether cont-acts 8 and 9 (Figure 2) and complete the circuit of eleci`tromagnet 2 throiigh contacts 8 and9 and resistance R to .the frame.

Otherwise a train running on the down journey interacting with thesetrack contacts at G lrwould be stopped by .a following train on eitherot Vthe two sections in its rear and y this is not desirable. i lfdesired the generator 1 may be placed on the. track where the resistanceR is now shown' instead` ot on the locomotive andthe f `resistances Rand R maybe omitted-,fa suitable generator vbeing also placed inthe leadfrom contact 9 to the frame. j The train. running on the ,up journey andinteracting with the track contacts `16 and 14 at E of which 16 isawarning contact and 14 a stopping contact will obtain clearance-if thecircuit `of its generator 1 is completed through `the locomotiveapparatus as vpreviously described the contact 7 and thence by wires 51andv49 contacts 7s wire 50 contact e, armature 47, resistance R, railsand frame.V Should either of the sections G, C, and F D, `be occupiedhowever .this circuit will be broken .at contacts /Ir or c and `thetrain will be warned and stopped. l i y y yAny switch `or contactswitches may be inserted .in the circuits of theftrack contacts toenable signalman to `break circuit and so prevent a train entering` asection it necessary.

j It is ythus obviousthat toreithery direction of run-ninga train -mustalways ascertain if either .of the two .sections ahead ot `it isoccupied and will be warned and stopped should this be the case.

The stopping/,track contacts 17 and 14 are .placed at such a distancefrom rthe ad jacent insulating` joints 44 .that .a train which fhas hadits stopping operationsy performed when .interacting with eitherofthemstopped until theyinteract with theatrack contacts Iat -C and Flrespectively `which :are placed far enough apart to prevent theircolliding. Protection `is thus given to approaching trains travelling onthe saine line and it .is of course obvious `that following trainsarearnply protected. y

A .variation vfot :the locomotive apparatus is shown in Figure f2 whereinstead of -the shoe 6 swinging `radially about apivot it is alwaysn'laintained in the vertical position and deflected either to the rightor to the left the track contacts being suitably adapted for thispurpose.' The contacts 5, 8, and 9 of the locomotive apparatus areduplicated shown in both Fig. 2 and Fig.

- 27"" for the purpose of enabling the apparatus of a. train which hasbeen turned on a turntable, triangle, loop7 or the like to interactcorrectly with the track apparatus.

Also if desired the locomotive apparatus may be of the open circuit typeas hereinafter described with eference to Figures 8 and 9. Y

1n the apparatus used in connection vvith double lines Figs. 7 to 13inclusive Where trains usually run in the same direction on eachparticular rail there are arranged on or about the railway racks trackcontacts ofk the type shown in Figures 1l, 11jl and l2, 12?. Thesecontacts comprise a base of some suitable material such as Wood and atop contact plate or 56 the latter oaf which effects a greaterdisplacement of a contacting` device interacting therewith than theformer. These top contacts maybe lfurther insulated by resting` onsuitable blocks of insulating material 57.

Figure 13 shows a plan lof one of these track contacts and illustratesa.preferred method ofarranging.them askeW or aslant of the track for thepurposes of increasing the wearingl area ol a contacting deviceinteracting therewith.

The railway tracks are similarly adapted as for sing-le lines yinasmuchas they are equipped withthe ordinary type of track circuit comprisingatrack batteries l5 track relays 46 and bonded rails one of which isdivided. up into sections by suitable insulation joints The shoe (Fig.S) is atached to and insulated from a suitable vehicle such as alocomotive and is adapted to be differently displaced when interacting.".vith track contacts Such as 55 and 56 Vplaced on or' about or abovethe railway tracks and when notin interaction with them returned to itslowest or normal position by a springry 6l acting); on it in addition togravity though it may be held in the normal position by one or moresprings only or by gravity only. rlhe part 62 of the shoe 60 is adaptedto restrain mechanicallyor hold in their normal positions sector shapedpieces 63 and 64 pivoted at 65 and 66 respectively. To the sectors 63and 64 are attached doors or the like 67 and 68 and armatures 69 and 70respectively.

These armatures 69 and 70 pertain respectively to electromagnets 71 and72. Against the doors 67 and 68 press piston rods 73 and 74 behind thepistons 75l and .76 of which is suitable fluid. pressure as that ofsteam air r gas tending` to move or pushv out the pistons 75 and 76 andin addition there are springs 77 and 7 8 also tending to pushv thepiston rods 73 and 7 el out and thus open the doors 67 and 68. 1naddition. rto these forces acting on the doors and tending to open themthere is also the weight of the sectors which would alone be sufficientto cause them to fall or be moved unless re strained by some part suchas 62 ofthe shoe 60. l

The shoe 60 is arranged so that if it becomes displaced from its normalposition its relative doors or sectors will'be moved so as to produce onthe train a Warning' or a stopping' operation or both. y

The casing in which thepiston 75 is located comprises tivo separatecompartnionts one of which is connected with a danger Whistle 79 byapi-1 e 60 and so connected by the pipe 8l with source of suitalde fluidpressure as that of steam air or gras. Non,

mally this fiuid pressure is cut off from the danger whistle 79 by the.piston 7 which is pushed intothe vposition shown in the ligure by thedoor 67. `When the door 67 falls or moves the piston 75 is moved orforced out by the fluid pressurel behind it rand by the spring 7 7communication is made to the pipe 8O and the danger Whistle 79 is `blownuntil the door 67 is replaced.

For the purpose of which might otherwise accompany ldie aut-1 maticstoppage of the train atthe succcedu stoppingl contact 56 the; othercoinpertinent communicates with the train pipe 842 of the fluid pressurebrakes, and, vwhen the door 67 falls or moves, with the atmosphere bymeans of a small orifice or orificestl, .so that ivhen the door 67 fallsor moves a service or partial applicationof the brakes is'effected. i

rEhe vcasing in which the piston 76 is located comprises tWo separatecompartments one of which vis connected by a large pipe with the trainpipe 82 of the fluid pressure brakes and the other is connected by apipe 554i with the cylinder S5 in Which'is a piston Whose piston rod isconnected directly or through a link with the drivers hr-.ndle 66.

The end of' the cylinder nearer the door 66 is quite open to atmosphereif, not blocked up by the door 68 and when this door moves or falls thetrain pipe 62 is connected directly to atmosphere and an emergencyapplication of the brakes is effected.

The other compartment is connected by a pipe 87 With a source of fluidpressure such as aforesaid and normally this fiuid pressure is cut offfrom the-cylinder 85 by the piston 76 Which is pushed into the positionshown in the figure by the door 68. When the door 68 falls or movessufficiently the piston 76 is moved or forced out by the fluid pressurebehind it and also by the spring' 78, communication is `'made with thepipe 84 and the cylreducing; the shea-k f will at oncefall or move car`to enter a section X. l"

` Villien the locomotive interacts with a Warning track Contact the shoe69 is lifted or moved to such an extent that the part 62 is raised orinovedclear ot the sector only and the sector 63 unless otherwiserestrained gg with it the door 67 when the dangerjwlustle T9 will beblown and a service or partial application ot' the brakes will ensueuntil the door6" is replaced in. the position shown in the figure.

lit will be seen that While interacting fith a warning Contact thesector 6e will not tall or be moved because the contacting` tace ot thepart which engages with the sector 64 isloira'er than the contattinoAtace which en- `gages Withth sector 623. W hen the locomotive interactswith a stop Contact such as 56 `the shoe 60 is moved or displaced lto agreater extent. than when the locomotive interacts with a warmup;Contact 55 and the part 62'is thus lifted or moved clear of bothsecto1s63and 6l. Theseviill at once move or tall carrying withthem thedoors 6T and 68 unless otherwise restrained when the danger Whistle willbe blown brakes will be applied and the mot-ive power' of the trainwillbe cut oit'. l

lThe sectors 623 and 64. may be returned to their normal positions shownin the` drawings by suitable levers and means may be provided forpreventing the driver from restarting the train it it has beenautomatically stopped by the tracl; contact.r F or example the lever torrestoring the sector 64 may be kept in a locked box the key ot which isin the possession ot the guard or some other otlicial.

The construction and operation of apparatus similar to that shown inFig. 6 are described and illustrated in the `specification of my Patent1,415,214 dated the 9th May 1922 in which claims relating` thereto aremade and l would have it understood that l do not herein claim anything;described and claimed therein.

ln order to prevent-.these warning` and stoppingoperations yltronibeing' eiliected ivhen a locomotive iut facts with the track contactssu'liicieut (airreut musttiovr through the coils ot the electromagnets7l and 'E' to hold the armatures 69 and-i9 and the sectors 63 and 6e arethen maintained intheir normal positions shown and neither a darn?.

ing; nor a stopping operation is performed.

This will be the case when a train about which is unoccupied, interactswith track contacts and`t`i6 :it Y track battery or generator 86 throughcontact89" and armature 90 `(which are in corrtact it the section. isunoccupied) Wire 91 track contact or 56 shoe 69 (Fig. 8) Wire 92 bellorbuzzer 9? the coils ot electromag- Mand 195,respectively to the sha areconnected suitable arms 196; and lll current yflowing troni a suitablenets 7l and 7 2 Wire 94 to the trame and rails back to the generator S8.

The train thus obtains clearance over these track contacts and isenabled to enter the section X it it is unoccupiedand all is in order.Should it be occupied.thefrelay.46 will be shunted, the armature 99 Willbreak contact withy Contact 89 and the train Will n be Warnedvandstopped oncont-acts 55k and 56 respectively. Y

rlh'e distance ot' the .stopping contact 56 `from the adjacentinsulatedjoint le is preterably such that the' train will be brought to astandstill before passing over the insulated oint 44, Any switch such as94 may `be inserted 1n this circuity atL any ysuitable place to enable asignalman or other person to break the circuit and thus prevent a trainentering the section it desireds and' l this circuit may also beVbrel-:en kby contacts placed on the arniot trach signal or duly operatedby the same when in the on or danger position or by anypointsor'switches ywhich have Vnot been properly operated.

livure l0 `shows a method Whereb7 a b .l

`generator 96 and a commonline `ivire 97 connected to any suitablenumber ot'contacts 89 may be used instea'd'oiI separate track batteriesor `generatorsv kdshowiiL in Fig-- ure 7. N

lli-Figure 9 isshown a `variation ol" the locomotive apparatus shown inFigure 8 in which instead ot using` sectors 63 and 6&1. suitable dogs 9Sand 99 ixed tothe doors 67 and 68 respectively are :adapted to engage inslots ,lOOand 101 respectivelyr cut in a ion shaft 102 Which movesvertically paral-V lel guides 103. l

Normally this shatt 192 is in the position shown When the doors 67 and68 disconnect the train pipe r82 from atmosphere the pipes 8l and'l trompipes 80 and Slivhicli aertain to the dancer Whistle and cvlinder' 85iiespectively (see Figure 8) but on the shoe 60'interactingrwithaWarning` contact theshaft 02is lilfted clear ot the `donf 98 and thedoor 67 is at once forced out with. corresponding;l results aspreviously described and on interacting Wit-ll a .stop con'- tact suchas 56 the shattflll is sti lv i that the door o8 in addition is alsoforced out with correspouding;` results. f

lo slots cut in these dogs 99 and 99 "e inserted .cranks 292 and, 205pivoted at llt rich.

.ui'ther .I displaced audlitted clear. oll the dopT 99 so 'rio torcevout the doors 67 `and" 6 8 thererare also theweightslOS and 109actingthrough the cranks 202 and 203 and tendingto do the same. Each dogtogethci-with the door to which it is fixed may be returned to itsnormalposition' by means ot the correspendinglever. In its normal position asshown the base of the shaft 102 rests on the top ot the shoe 60 beingpreferably maintained in this position by gravity and the spring 110.The shoe 60 is also held in its normal position as shown by a suitablespring such as 111 and is insulated vfrom the base o't' the shaft102'and also from the rest ot the 'tra-me of the locomotive. Though theshoe 60 and the shaft 102 are thus separate they are loosely connectedby a link 60a (though still insulated from one another) so that in theevent ot the shoe 60 falling ont or beingdis` placed from its normalposition it will pull the sha'l't 102 with it thus freeing the dogs 98and 99 and performing warning and stopping operations on the train. Thebase ot the shaft 102 is preferably ot the shape shown so that itdesired its weight may be suitably increased.

The energizing of the electromagnets 71 and 7 2 as before results in theattracting ot the armatures 69 and 70 and the consequent restraining of.warning and stopping Aoperations. The operation otherwise is s inilarto that described in connection with Figure 8.

Figure 7a.-Where it is desired that a locomotive equipped as shown inFigures 2 and 2n in which a laterally movable shoe is usedshould runover double tracks in which one direction of motion is usuallymaintained the said tracks may be adapted as shown in Figure 7n.

lt will be seen that this figure is only a variation o'f Figure 1omitting unnecessary track contacts and detecting only one section aheadinstead of two as in Figure 1.

The train running on the down line and interacting with track contacts1S and 1i' will obtain clearance if their connection to the rail'through wire 48 Contact 1, armature 4i ont' the track relay andresistance'lt is completed, and the distance of stopping contact 17'from insulated joint 44 is such as to bring the` train to a standstillbefore rreaching the joint 44. I

, Conversely on the up journey the train interacting with track contacts10 and 14 will obtain clearance it their connectionA to thc rail throughwire 51 contact l, armature 47 and resistance R is completed thestopping contact 14 being placed at. such a distance from the insulatedjoint 44 as to prevent the train entering the section it occupied.

lnstead of being equipped with, a closed 'circuit as shown in Figures 2and 2 the locomotive may if desired have the open circuit apparatusdescribed in Figure 8 or 9,

TWhere two or more railway tracks meet or cross, the controllingcircuits from the respective track contacts may be threaded throughsuitable `point detectors in such attacca way that only one road can .beiliade at a time. y

For example in Figure 14 a train equipped as shown in Figure S ruimingon thc up journey .in the rdirection ot the arrow on the branch linewill on .interacting with track contacts 55 and 56 at Z obtain clearanceif the points are set' tor the branch line, it the section in questionis unoccupied. and it the signalmans switch 94 is closed Alor the branchline.

lt will be seen that. the section oit track guarded by av track relay 46which is energized by the battery 45 extends not only along the mainline between the insulated joints 44 and 44, but also 'for a suitabledistance along the branch line Z. Any vehicle occupying this sectionwill thus shunt the relay 46 when its armature 90 will drop and breakcontact at contact 89. 1f the section is unoccupied. and the points aremade 'for the branch. line Z the circuit of the track contacts and 56 ofthe branch line will be completed through wire 91 threaded throughsuitable point detector contacts 115 and 116 switch armature 90 Contact89 and gen erator 8S to the rail and the train will obtain clearance; atthe same time the circuit from the track contacts 55 and 56 on the mainline is broken at their point detector contacts 117 and 118 respectivelyand a train interacting with them will be warned and stopped. Thesignalmans switch is used to enable the signalman to control the trafficat this point and it is obvious that he can only make one road at atime.

In Figure 15 the Wire 91 trom the track contacts 55 and 56 is threadedthrough suitable point detector contacts in such a way that a traininteracting, with these track contacts will only obtain clearance ii'the points are correctly for either the main or branch'line and thesection comprising part ot the main line and part ot the branch line isunoccupied and the signalniane switch 94 is closed.

As bei'ore the track battery 45 energizes a track relay 46 it no vehicleis standing on the bonded section ci the main or branch lino and thecircuit from track contacts and 5G is conn'ileted through wire 91contacts 120 and 12?. it' the road is made tor the lnanch line) orcontacts 122 andv 12? (itI the road made tor the main line) switch 94armature 90 contacts 89 lgenerator S8 to the Fig/arc jdiFigure 15 showzn siding is prevented troni 'tlciently to :toni tbe i in line or thesec .i after another train nas alreadyentered this section. j

r)The main line is divided into track circuited sections one ot' whichextends between the insulated oints 44 a t VM and ll and comprises theusuel track generator 45 and track .relay 46 connected to the track theusual contacts 55 `and 56 which are adapted for a train running on theup journey in the direction of the arrow.

A length Q extending from the junction of the siding and the main linefoi1 some distance along the siding is of such a length as to preventany part offa train standing on the siding beyond the distance Q from'fouling a train on the main. line. Tov this length Q is added a lengthof track T determined as hereinafter described and at this point O willbe placed an insulated oint 4'4 thev track circuit thus extending alongthe siding as far as this point 0.

Close to the point O is placed the first off a. seriesof track contacts135 onl the siding the distance between any two of which equal to thedistance T. This distance T is determined as follows To reduce thenumber of ramps 135 placed on the sidingythey must on a long'siding beplaced further apart than cna short one. For `example in the figurethree track contacts 135 are sho-wn separated by a distance T, but ifthe siding was twice as long to still keep the same number of trackcontacts, namely three,v the length T wouldV have to be doubled. y y

Assume a train has entered' the siding engine first and has completelypassed olf the track circuitcd portion and beyond the insulation jointat O.. A train` on the main line ruiming o-n` the up `journey oninteracting with track contacts 55` and 5G will thus obtain clearanceand enter the section. After it has done so, the train. on the sidingmight their` unless otherwise prevented back out on to the niain` lineso as to foul it and collide with the train on the main line.

It is prevented from doing this by the track contacts 135, which are allStopconfacts, in the manner hereinafter explained, but the tail of thetrain may pass over the insulated joint at O and run along'towards themain .line for al distance T before the contacting device on thelocomotive interacts with one ot,y these track cont-acts 135. Tt willSthen be stopped if a train is on the main line and the tail ofthe trainwill thus, though extending along `the track circuited section,.not haveentered the fouling lengt-h Q and thus no collision can occur betweenthe two trains.

It is thus obvious that this distance T depends on the'k length of thesiding and the number of track contacts tobe placed-thereon and is suchthat it will prevent a train on the siding fromv backing out and foulingthe main line after another train on the main line has entered. thetrack ci-rcuited section.

The method of controlling these track contacts 135 placed on the sidingwill now be explained.

In addition to the track contacts 55 and 56 andl preferably between themare placed other track contacts 136'and 137, at each end of the sectionof track circuit M and N and also close to the insulatingj oint O a nonpolarized relay comprising an armature 13S which is adapted to contactwith the contact 139 when the electromagnet 140 is energized andto breakcontact with it when the electromagnet 141 is energized is also usedconf nected to a generator 142. i i

The track contacts 136 are all connected together and by axwire 143` tothe coils of electromagnet 140 so that when a train interacts with thesetrack contacts136 it will complete thecircuit of they generator r142 toelectroma-gnet 140 and will thus close con-` tact 139. f

The other track contacts `1.37 are also all connected together and awire 144, to the coils of electromagnet 141 andwhen axtrain interactswith4 these track contacts 137 it will then open the circuit at contact139. The Siding track contacts 135 are all common and connected tocontact 139 and the armature 138 is connected to: the continuous railthrough the resistance R3 and aV generator 145.

The operation .is then as follows:-

A; train running oni the up main line can entei the section `M, N,.ifthe train on the Siding is wholly clear ofthe track circuited sectionextend-ing to the insulated joint at O.` Oninteracting with thecontact`137 it will have energized the electromagnet 141 by allowingcurrent to pass from the generaf tor 142 through electromagnet 141 wire144 track contact` 137 the locomotive apparatus the fiarme and railsback to t-he generator 142 and the armature 138 will have been moved?into the open yposition breakingr contact with, the contact 139. Thismain line train thus enters the Section M N and should a train on thesiding now attempt to back out, its last, vehicle can run along beyondthe insulated joint at O for a maximum distance T. before the contactingdevice on its locomotive interacts with one of these siding trackcontacts 135. On doing. so, it vwill at once bestoplpeda's `the circuitfrom. the track Contact 135 to contact 139 armature 1.38 re- SistanceR3; generator 145 the rails and frame and, the locomotive apparatus isbroken. at contact-[139, and it is thus unable to foul the train passingonV the `main line.

This latter train proceeding on its way on interacting with the trackcontact 136A at M', allowsthegenerator 142.1to energize the elec-`tromagnet 140 and` close the contact 139v and iis the train on. thesiding` can then back out on tothe mainline. SojthatA a-.trainv shuntedblock/the mainline section .M N .it will on vias on toa siding may notthus permanently f entering the sidingand.v passing `over track mainline allowing itselt to obtain clearance over the siding track contacts135.

Figure 17 .shows an adaptation ot the apparatus shown in Figs. 1 and2'or enabling a train to be brought into an already occupied section asfor example when shunting or similar operations are necessary. This ispossible only as the result ot' the deliberate acts of both the enginedriver and the signalman. To the locomotive apparatus is added a driverskswitch 125 which is normally in the position shown in full in theligure and when moved over into the dotted position connects up inseries resistance 127 sulicient to greatly reduce the current which, thetrac-k apparatus being in its normal condition, would otherwise passfrom generator 1 through the electromagnet 2 thus rendering itinsutiicient to attract the armature of electromagnet. 2. rFhesignalmans switch pertaining to each of the two sections invquestion--namelyJ the occupied section and the section immediatelypreceding it-which would normally be moved to the position shown in fullto allow a train to enter the section is now moved to contact withcontact 128, connected to an auxiliary battery 129 thence by wire 130 tothe resistance R connected to the armature of the relay of the section.next in advance of the last mentioned section. i

As a result the circuit or' the' generator 1 is now completed throughelectromagnet 2 bell or buzZerB wire 4: branch wire 126 resistance 127switch 125 contact 5 shoe 6 track contact 7 wire 48 contact 128generator 129 wire 130 resistance R rails and frame of the locomotive.

The addition o1e the generator 129 thus compensates for the insertioninto the circuit of the resistance 127 and normal current flows throughthe electromagnet 2 despite the fact that the next but one or the nextsection as the case may be is occupied and a train is thus able toobtainclearance over the track. contacts and enter the occupied section.

The drivers and the pertinent signalmans switches inustboth be operatedto obtain the desired result as regards each of the sections in`question: tor should only the drivei"s switch 125 be moved and not thesignalinans switch the circuit o" the electromagnet 2 and the bell orbuzzer would be merely broken by the occupation of the` section. andshould a signalmansswitch be moved to Contact withv Contact 128 and thedriver`s switch remain in the position shown in full in the figure thegenerators 1 and 129 lwould now be in series-and cause an excessivecurrent to pass through the coils of the electro- I magnet 2 thuswarning or warning and stopping the train as the case may be.

lt will be understood that each oli the two sets of compound contacts 18and 17 relating respectively to the first and second sections to therear of the occupied section is provided with track apparatus as shownin Fig. 1

Figure 18 shows how these results may also be obtained when apparatussuch as that shown in Figure 7 8, or 9 is used.

As before the drivers switch 125 and the resistance 127 are added to thelocomotive apparatus and an auxiliary generator 129 connected to anothercontact 128 of the signalmans switch. The operation is similar to thatdescribed with reference to Figure 17 but as no electromagnet 2 is usedin this ure it is necessary to insert an overload circuit breaker or cutout in the wire 911 to stop the train should only a signalmans switchhave been operated and not the drivers switch 125.

In'Figures 17 2 and 2a is shown a method of adapting these improvementsfor single tracks where trains run in either direction in which it isnecessary to equip the locomotive with two contacting devices.

Figures 7, 8 and 9 show how double tracks may be equipped in whichtrains run in the same direction characterized by the act'that only oneshoe is used.

The locomotive apparatus (Fig. 19) resembles that shown in Figure 8 butwith the addition of means for controlling the production of a lineclear operation comprising a third sector' 63 a door 67a and an armature69, etc., controlledby an extension 62 orn the head 62 of the slice GOand of means whereby a warning or a stopping operation is adapted to beproduced on the train unless the track apparatus is in such a conditionas to cause current of predetermined normal strength to flow throughtrain apparatus.

On the locomotive interacting y with a warning contact 151 which issimilar to that shown in Figures 11, 11a, the shoe 60 is displaced tosuch an extent that the parts 62 and 62a lose their hold of the sectors63, 63a and unless otherwise restrained both these sectors will thenfall as previously described resulting in a danger' whistle 79 beingblown the train pipe S2 being connected to atmosphere through smallorilices 83 thus giving a service application of the brakes and the lineclear whistle 79av also sounding. Fui'- ther on interacting with astopping track contact such as 152 the shoe 60 will be lifted to such anextent that the three sectors 63, 63a and 64- would all fall aspreviously described unless otherwise restrained thus further resultingin an emergency application of the brakes being ei'ected and the driversregulator 86 moved over to the shut or oi position.

On the other hand when the locomotive interacts with a Warning contact151 and the external circuit thereto is satisfactorily coinpleted sothat `normal current flows trom the generator 166 throughthe coils ofelectron'ialgnet. 161 the armature 162- is attracted to Contact withcontact 163 and to break 'the contacts 1641. AThe circuit ot thegenerator 165 is then completed through the contacts 166 arm 167 contact163 arma-turc 162 Wire 168 the coils oit electromagncts 71 and 70 wire169 thus restraining the Warning and stopping operations on the train.saine time the circuit oit the generator 17() though at ltirst-completed through the -coils ot' electromagnet 71 wire 171 contacts 164wire 172 contacts 173 (which are closed by a. slight movement yot theshoe 60) and Wire 174 is broken at contacts 164. l1`he sector 63 is thusnot restrained and falls vand communication is effected between the pipe81"' and the line clear Whistle 79a which is thus sounded.

Should the external circuit trom the track contact 151 not have beensatisfactorily completed the armature 162 would not have been attractedby the electromagnet 161. The

` circuit oi the generator 165 ivould not then have been completed andthe sector 63 would l'all resultingl in a service application ot thebrakes and the sounding ot' the danger whistle 7?). But the circuit otAthe generator I7() to the coils ot electromagnet 71l will now becompleted aty both contacts 164e and 173 thus restraining the sector 63trom falling and tlic line clear whistle 7i)a would remain silent. lhenthe locomotive interacts with a stopping contact which is similar tothat shown in Figs, 'l2 and l2 these oi'ieratioiis would again licrepeated with the addition oic an emergency appli tation oi." the brakesand the shuttingl oil' ot' the motive-power in the c; when the externalcircuit ot the track contact was not satisfactorily completed.

ll hat l claim and desire to secure by Letters latent ot' the UnitedStates is 1. Electrical train-controllinpl apparatus comprisinglocomotive apparatus carried by a locomotive and includingelectro-responsive means whose movable part 4is` adapted to occupy alineclcar and a danger position in accordance with tivo conditions as toelec,- tritication ol said electro-responsive means and salety means outhe track adapted when in a normal position to be caused by theoccupation by another vehicle ot a portion ot said track to prevent saidlocomotive from i iy approachingsaid other vehicle along said portion oftrack by preventing said electro-responsive means from being in theline-clear condition as to electritication, said locomotive apparatusand said safety means being both adjustable into abnormal posi- At the isaid abnormal tions and being adapted when in said abnormal positionsbut not when only said locomotive apparatus oronly said `satety means inits said abnormal position to cause said.

electro-responsi ve meansto be iu its said lineclear condition.

Electrical train-controlling apparatus comprisingl locomotiveapparatuscarried by a locomotive and including electro-responsive means whosemovable part is adapted to occupy a line-clear and a danger position inaccordance with tivo conditions as to electritication ot saidelectro-responsive means, a track contact on the track,V and safetymeans on the track adapted when in a normal position to be caused `bythe occupation by another vehicle of a portion of said track to preventsaid locomotive from approaching said other vehicle along said portionof track by preventing said electromesponsive means `trom being in theline-clear condition as to electrification when said locomotive is incontact with said track contact, said locomotive apparatus and said'safety means being bothadjustable into alnormalf positions and beingadapted When in Y positions but not when only said locomotive apparatus4or only said `saftety means is in its said abnormal position to causesaid electro-responsive means to be in its line-clear condition.

3. lllectrical train-controlling apparatus comprisingl on a locomotivean electro-responsive device adapted, yonly When ener gized by currentot' normal strength, to cause its movable part to occupy a lineclearposition, a circuit portion including said electroresponsive device,means tor enabling the driver to cause said circuit portion to be in anabnormal condition when it is intended that said locomotive shouldapproach a vehicle occupying the same port-ion of track a5 saidlocomotive and on the track a track contact, a circuit portion adaptedon contact ot said locomotive with said track cont-actand when saidcircuit portion on said locomotive is in a normal condition to causecurrent of normal strength to energize saidelectro-responsive deviceifithe portion ot' track occupied'by said locomotive is unoccupied by another vehicle, and means For enabling a signalman to cause said circuitlportion on the track to be in an abnormal condition when it is desiredto allow said locomotive to approach another ,vehicleoccupying the sameportion ot track assaid locomotive so that current of normal strengthenergizes said electroresponsive device when said locomotive is incontact ivith said track contact only it said circuit portion on saidlocomotive and said circuit portion on the track are both in normalconditions or both in said abnormal conditions. f

t. A train protecting device comprising the track having a normallyclosed tact adapted to engage at the upper end electric circuit, trackcontacts co-operwith the said sectors. 10 ating with the track circuit,Warning and Dated the seventeenth day of September, stopping means onthe train, pistons conone thousand nine hundred and thirteen. trollingthe operation of the Warning' and ARTHUR REGINLD ANGrUS;V stoppingmeans, pivotally mounted sectors Vitnesses: restraining the operation ofthe pistons, and GEO. C. CoRsELLIs,

a train contactvcoacting with the track con- M. A. SHErs'roN.

